Windlass



(No Model.) 2 Sheets-Sheet 1. C. G. TOENSE.

WINDLASS.

No. 405.446. Patented June 18, 1889E- e QZZM/ Nv PETERS, PMkD-Llhngrzphnr. Washington. D4 C.

(No Model.) 2 Sheets-Sheet 2. C. G. TOENSE.

WINDLASS. No. 405.446. Patented June 18, 1889.

Fig: 9

UNITED s STATES PATENT GEEICE.

CARL G. TOENSE, OF PITTSBURG, PENNSYLVANIA.

WINDLASS.

SPECIFICATION forming part of Letters Patent No. 405,446, dated J' une 18, 1889.

t Application filed .Tune 13, 1888. Serial No. 277,000. (No model.)

To all whom. it may concern:

Be it known that I, CARL G. TOENSE, ot' Pittsburg, in the county of Allegheny, State of Pennsylvania, have invented certain new and useful Improvements in IVindlasses, of which the following is a specification.

This invention relates to windlasses used for hoisting and like purposes; andthe object of my invention is to provide a new and improved windlass' which is so constructed that it is checked automatically whenever the motor stops or the motor or driving-gear for operating the same breaks, but which windlass also permits of lowering the load at high or low speed, as may be desired.

In the accompanying drawings, Figure l is a horizontal sectional view of my improved windlass. Fig. 2 is a transverse vertical sectional view on the line w 0c, Fig. l. Fig. 3 is a transverse vertical sectional View on the line y y, Fig. l. Fig. et is a transverse verti cal sectional view on the line n# w, Fig. l. Fig. 5 is a transverse vertical sectional View on the line u a, Fig. l. Fig. 6 is atransverse vertical sectional view on the line 't' o, Fig. l. Fig. 7 is a detail side view of a brake-drum that may be mounted on one of the bearingsleeves of the drum and a side view of the brake band and lever. Fig. 8 is a transverse sectional view on Fig. 7. Fig. 9 is a plan view of a modified construction of the windlass, showing a secondary drum for holding the rope. Fig. l0 is a side view of the brake band and lever for the stop-drum. Fig. ll is a longitudinal section through a portion of the drum on line ll ll of Fig. 4.

Similar letters of reference indicate correspending parts.

The hollow cylinder A may constitute the winding-drum of the windlass, as shown in Figs. l to 6, or a cylinder A0, of similar construction, may be used as a brake-drum, as shown in Fig. 9. The cylinderA is provided with the heads A and A2, provided with central apertures through which the bearingsleeves A3 and A4 respectively pass, on which sleeves the heads can rotate. The main shaft B passes longitudinally and loosely through the two sleeves A3 and A4, which are fixed in the trame A6. The bearing-sleeve A4 is provided at its inner edge with the flange C, and a short distance from the same a like flange D is located, which is formed on the end ot the sleeve D', constituting the bearing for the sleeve E, through which the shaft B passes longitudinally. The two heads or Han ges C and D are united by bolts d, passing` through blocks d placed between the said heads or flanges, and said angesare also united by bolts g, on which are mounted two cog-wheels G, engaging at opposite points the pinion F on the sleeve E and the internal annular gear F on the inside of the cylinder A.

At the end of the sleeve D two disks I-I are mounted loosely on the sleeveF., and between them two brake-shoes J are pivoted, in which a series of brake-blocks J are held, the outer surface of which brake-blocks can impinge on the raised annular portion a on the inner surface of the drum A. One of the disks H has a hub K, provided with a disk K', provided with two opposite cams K2, that are adapted to act on the under side ot thepivoted brake-shoes J. Said disk K is provided with opposite segmental gears Kwith which two..cog-wheels L engage, mounted on the ends of shafts L', that are mounted in turn in the disks H, and on the opposite ends of said shafts the cog-wheels M are mounted, that engage with a cog-wheel N, rigidly mounted on the end of the sleeve E. A cogwheel O, of the same size as the cog-wheel N, is loosely mounted on the shaft B, and engages with an intermediate cog-wheel O', en`l gaging with a cog-wheel O2, mounted on one end of a tubular shaft O4, on the opposite end of which a cog-wheel O3 is mount-ed, that engages with the cog-wheel N. The tubular shaft O4 is mounted to rotate on a bolt P, having one end secured in one of the disks H.

The wheels O and N have two like segmental notches P, in which the two pins P2 and P3 project from an arm P4, fixed on the shaft B between the cog-wheels O and N. On

the shaft B the two cog-Wheels Q and R are mounted loosely, and between them the clutching-sleeve S is mounted on the shaft B to turn with the same and to slide longitudinally on the shaft, said clutch being provided with two opposite lugs that can enter notches S in the wheels Q and R. `Said sleeve S is mounted to rotate between the forked end of a pivoted lever S2, that is to be used for shift- IOO ing said clutching-sleeve. The wheel Q engages directly with the wheel T, mounted on a shaft T carrying the pulley T2 for the dri ving-cable, and on said shaft T is also rigidly mounted the cog-wheel U, that engages with an intermediary cog-wheel U on the shaft U2, engaging the cogwheel R.

In Fig. 9 the cylinder A0, which is constructed in its interior in a manner corresponding with the construction of the cylinder A, is connected with a secondary winding-drum 2O by means of a pinion n on the shaft B and a cog-Wheel m of the secondary drum. In this construction the shaft B may be provided with a crank 2, to which a connecting-rod 23 of a motor 24: is pivoted, and a brake-band Z, connected with the weighted lever Z, is passed around the cylinder A0.

The operation is as follows: To wind the rope or cable on Ithe cylinder A, so as to raise the load, the lever S2 is shifted to engage the clutch-sleeve S with the wheel Q, which is rotated by means of the cog-wheel T directly from the shaft T carrying the driving-cable pulley T2. Thereby the shaft B is rotated in the direction of the arrow 062, as is also its arm P4, Fig. 5. The pin P2 of the arm P, acting on the left-hand end of the slot P in the wheel N, also rotates the wheel N, the sleeve E, on

which said wheel is fixed, and pinion F on said sleeve in the direction of the arrow x2. From the said pinion F the cog-wheels G G are rotated in the direction of the arrows y y2, Fig. 2, and as they engage the annular gear F on the inner side of the cylinder A rotate said cylinder in the direction of the arrow As the cog-wheel N is rotated in the direction of the arrow .r2 by the arm P4, it rotates the cog-wheels M M and their shafts in the direction of the arrows t and c2, and as the pinions L L are on the same shafts with the cog-wheels M M they are likewise rotated in the direction of the arrows o r2 and rotate the disk K in the direction of the arrow m', Fig. 4t, whereby the cams K2 are moved from the brake-shoes J, which are thus released. The pinions L and cog-wheels M are only rotated until the pinions L arrive at the ends of the gears K2, when the disks H begin to travel around in the direction of the arrow 002. The wheel N, when it is rotated in the manner described, rotates the cog-wheel O3 in the direction of the arrow to2, Fig. 5, and thus the cog-Wheel O2 is rotated in the same direction and rotates the cog-wheel 4O in the direction of the arrow 102, and that in turn rotates the cog-wheel O in inverse direction of the arrow x2; but as the left hand of the slot P of the wheel O is slightly to the left of annular rak F rotates the wheels G G in the inverse direction of the arrows y y2, and they rotate the pinion F, sleeve E, and cog-wheel N on the end of the sleeve E in the inverse direction of the arrow The wheel N rotates the cog-wheels M in the inverse direction of the arrows r o2, and thus the wheels L L are likewise rotated in the inverse direction of the arrows o r2. tated in the inverse direction of the arrow m', and the cams K2 press the brake-shoes and brake-blocks in the same against the inside of the drum A, which is thus stopped.

Vhen the machine operates properly, the shaft B, cog-wheel N, sleeve E, and pinion F, and the disks H, carrying the brake-shoes, rotate much more rapidly than the d rum. When the brake-blocks are applied on the cylinder, the cylinder is coupled to the disks H. It follows that when the brake-blocks are pressed against the inner surface of the cylinder such difference of motion must cease and the cylinder is arrested.

In case the load is to be lowered, the clutchsleeve S is shifted by means of the lever S2 to engage the wheel R, which is rotated from the wheel U on the shaft T bymeans of the intermediate cog-wheel U, and thus the motion of the shaft B is reversed. The arm AP4 is rotated in the inverse direction of the arrow 062 and strikes the right-hand end of the slot P in the wheel O, said right-hand end of the slot- P of the wheel O being slightly to the left of the right-hand end of the slot P in the wheel N. Thereby the wheel O is rotated in the inverse direction of the arrow :r2 and rotates the wheel O in the direction of the arrow 102, and the wheel O in turn rotates the cog-wheel O2 in the direction of the arrow 102, and, as said pinion O2 and the wheel O3 are on the same shaft, the wheel O2 is also rotatedin the direction of the arrow w3, whereby the wheel N is rotated in the direction of the arrow .902, and by means of the cog-wheels M, pinions L, and racks K2 moves the cams K2 from the brake-shoes in the manner previously described, thus permitting the brakeblocks to run free in the cylinder A.

In case the motor stops or breaks, the rope suddenly rotates the cylinder A in the inverse direction of the arrow and thereby the brakes are applied in the manner previously described. In some cases it may be necessary to permit the load to descend very rapidly, and to permit of this the bearing-sleeves A3 A4 are not fixed to the frame A6, but. are mounted to turn. On the bearing-sleeveA4 the brake-wheel I is keyed, Fig. 7, and is surrounded entirely or partly by the brake-band I2, secured at one end to the pivoted weighted lever I3. When the band acts on the brakewheel, it locks it and the bearing-sleeve A4 in place, and the windlass can operate in the manner described. When it is desired to permit the load to descend rapidly, the lever I2 is raised, so as to permit the sleeves A3 A4 to rotate in the supporting-frame A.

Thereby the disk K is ro- As no IOO IIO

part of the mechanism in the cylinder is connected with a fixed partsuch as the frame-- which is necessary for the operation of the device in the manner set forth,itis evident that the cylinder A can rotate with the sleeves A3 A4 without bringing the brake mechanism in the cylinder into operation.

In the construction shown in Fig. 9 the automatic brake mechanism is contained in the separate drum p, and in all respects operates in the manner previously described, the said cylinder being'iixed. In case it is desired to permit the load to descend very rapidly, the cylinder p is mounted to rotate, and is surrounded by the brake-band Z, secured to aweighted lever Z. Then the brake-band is applied tightly, the cylinder j) cannot rotate and the internal automatic brake mechanism can operate". When the load is to descend rapidly, the brake-band is released and the cylinder can rotate with the automatic brake mechanism in the same.

My improved windlass is thus stopped and held automatically in case the motor stops or breaks. It can be used to raise and lower loads at will, and it can be adjusted to permit the load to descend with great rapidity.

Having thus described my invention, I claim as n ew and desire to secure by Letters Patentl.` In a windlass, the combination, with a cylinder, of a longitudinal independent shaft in the same, a sleeve surrounding the shaft and driven from the same, gearing for driving the cylinder from said sleeve, a brake in the drum, and gearing for operatin g the brake from the shaft in the drum, substantially as herein shown and described.

2. In a windlass, the combination, with a cylinder, of a longitudinal independent shaft in the same, a sleeve surrounding the shaft and driven from the same, gearing for driving the cylinder from the sleeve, a brake in t-he drum, an arm on the shaft, and gearing for operating the brake, said gearing being operated by the arm on the shaft, substantially as herein shown and described.

3. In a windlass, the combination of a hollow cylinder, bearings on which said cylinder rotates, an independent shaft extending longitudinally through the cylinder and its bearings, gear-wheels supported in part by one of said bearings, an internal gear on the inside of the cylinder meshing with said gearwheels, a sleeve on 'said shaft, a pinion on said sleeve, said pinion engaging said gearwheels, an arm on the shaft, and a cog-wheel on the sleeve, said cog-wheel being driven from said arm, substantially as described.

4L. In a windlass, the combination, with a cylinder, of an independent longitudinal shaft on the same, a sleeve surrounding the shaft and driven from the same, gearing for driving the cylinder from said sleeve, an arm on the shaft having two opposite pins, a cogwheel mounted loosely on the shaft and having a segmental slot, a cog-wheel fixed on the sleeve and having a like segmental slot, the above-mentioned pins entering said slots, a brake, and gear-Wheels for operating the brake from said fixed and loose cog-wheels, substantially as herein shown and described.

5. In a Windlass, the combination, with a cylinder, of an independent longitudinal shaft in the same, a sleeve surrounding the shaft and driven from the saine, gearing for driving the cylinder from said sleeve, the arm PL1 on the shaft, provided with the two opposite pins P2 P3, the cog-wheel N, mounted on the end of the sleeve and having a segmental slot into which the pin P2 passes, the cogwheel O, mounted loosely on the shaft and having a segmental slot into which the pin P3 passes, the disks H, mounted loosely 011 the sleeve, the brake-shoes J, pivoted between the disks H, the hub K, having the racks K3 and cams K2, and gearing for operating the racks K3 from the cog-Wheel N, substantially as herein'shown and described.

6. In a windlass, the combination, with a cylinder, of a longitudinal independent shaft in the same, av sleeve surrounding and driven from said shaft, gearing for driving the cylinder from said sleeve, the cog wheel N, mounted rigidly on the end of the sleeve and having a segmental slot, a like oog-wheel O, mounted loosely on the shaft and having a segmental slot, the arm P4 on the shaft, having the opposite pins P2 P3 entering the slots in the wheels N and O, the disks I-I, lmounted loosely on the shaft, the brake-shoes J, pivoted between said disks, the hub K, having the racks K3 and cams K2, the pinions L on the shafts L mounted in one of the disks H, the cog-wheels M, mounted on the opposite ends of the shafts L and engaging the cogwheel N, the cog-wheels O2 and O3 on the same shaft, and the cog-wheel O', engaging t-he cog-wheels O andA O2, substantially as herein shown and described.

In testimony thatI claim the foregoing as my invention I have signed my name in presence of two subscribing witnesses.

CARL G. TOENSE. `Witness es CHAs. LANG, W. H. H. KLEBER.

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